2017 Annual

Transportation

Safety Meeting

Report

October 2017

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Contents Meeting Purpose ........................................................................................................................................... 2

Importance of Collaboration ......................................................................................................................... 2

CHSP Overview .............................................................................................................................................. 4

Performance Measures and Targets ......................................................................................................... 5

Crash Data ..................................................................................................................................................... 8

Defining Safety Culture: What Does It Mean? ............................................................................................ 12

Emphasis Areas ........................................................................................................................................... 12

Roadway Departures & Intersection Crashes ......................................................................................... 13

Impaired Driving...................................................................................................................................... 16

Occupant Protection ............................................................................................................................... 20

Strategy Implementation Ideas................................................................................................................... 24

Attachment 1: Agenda ............................................................................................................................ 25

Attachment 2: Attendees ........................................................................................................................ 27

Attachment 3: Resources ........................................................................................................................ 31

Figure 1: CHSP Safety Target- Reduction in Number of Fatalities ................................................................ 6

Figure 2: CHSP Safety Target-Reduction in the Fatality Rate ........................................................................ 6

Figure 3: CHSP Safety Target-Reduction in the Number of Serious Injuries .................................................. 7

Figure 4: CHSP Safety Target-Reduction in the Serious Injury Rate .............................................................. 7

Figure 5: CHSP Safety Target-Reduction in Non-Motorized Fatalities & Serious Injuries ............................. 8

Figure 6: CHSP Interim Goal .......................................................................................................................... 8

Figure 7: Total Fatalities and Serious Injuries ............................................................................................... 9

Figure 8: Non-Motorized Fatalities and Serious Injuries ............................................................................... 9

Figure 9: Native American Fatalities ........................................................................................................... 10

Figure 10: Motorcyclist Fatalities and Serious Injuries ............................................................................... 10

Figure 11: Large Vehicle Involved Fatalities and Serious Injuries ............................................................... 11

Figure 12: Young Driver Involved Fatalities and Serious Injuries ................................................................ 11

Figure 13: Older Driver Fatalities and Serious Injuries ................................................................................ 12

Figure 14: Roadway Departure Fatalities and Serious Injuries ................................................................... 13

Figure 15: Intersection Related Fatalities and Serious Injuries ................................................................... 14

Figure 16: Impaired Driver Involved Fatalities and Serious Injuries ............................................................ 16

Figure 17: Unrestrained Occupants Fatalities and Serious Injuries ............................................................ 20

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Meeting Purpose The Comprehensive Highway Safety Plan (CHSP) was first implemented in 2006 making this the tenth

year that state safety partners have come together to report on statewide implementation efforts and

review progress in reducing roadway fatalities and serious injuries. The meeting was held on October

11-12, 2017, in Helena, Montana at the Great Northern Hotel. The primary purpose of this annual

meeting is to bring together safety partners within communities, local governments, and state and

federal agencies to network and learn about the safety efforts being done and to report progress on

reducing roadway fatalities and serious injuries in working towards Vision Zero- zero fatalities and zero

serious injuries on Montana’s roadways.

The meeting provided an overview of the CHSP, data trends, progress on the reduction of statewide

crash fatalities and serious injuries and highlights of the Emphasis Area strategies activities conducted in

the past year. The meeting included key note speaker Nic Ward, Professor, Psychologist and Director of

the Center for Health and Safety Culture at Montana State University who presented on what safety

culture means.

Importance of Collaboration Mike Tooley, the Director of the Montana Department of Transportation (MDT) welcomed attendees and spoke on the importance of planning, coordinating, communicating to implement CHSP safety efforts with consideration of safety culture as we look towards 2019. These focus areas echo the overarching strategy to collaborate across agencies and organizations, including the public, to improve driver behavior and safety culture and promote the institutionalization of Vison Zero. The key to achieving the long-term vision of zero fatalities & zero serious injuries is to focus resources on the most significant problems. Montanans need to advance a culture of traffic safety where death on our roadways is not tolerable. This begins with everyone making good choices and traveling safely a daily part of life.

Planning cannot begin too soon as we head towards 2019. Planning efforts considers the desired

outcome. A plan needs to be developed with benchmarks to be meet. It will take time and effort from all

agency partners. Some of these benchmarks include data research to counter anti-seatbelt arguments,

updating seat belt fact sheets and speaking notes; education and informational resource materials need

to be distributed to local communities sooner rather than later. Real life stories from communities to

speak about the tragedies that have affected their lives. A major priority is to identify a seat belt

coalition leader- someone who is an influential state business or organization leader that has name

recognition to take the lead and be the voice of a primary seat belt law. This is important as State

agencies have the safety experts who can compiled and know the data facts but cannot take the lead on

Legislation.

Consistent and constant messaging is key to getting Montana to zero fatalities and serious injuries on Montana's roadways. Education never ends. The key to consistent and constant messaging is how the various socio-economic groups, view safety in their everyday lives to better determine how to

develop and target messaging to those certain groups.

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Information should be communicated to state and local agency safety partners and used to coordinate and develop consistent and constant messaging across the state and for developing safety program strategies. Changing behavior takes time. Education of expected safe driving behavior needs to begin now. Understanding youth’s safety perception includes understanding what their parent’s safety perception is to understand what educational efforts are needed to improve safety behaviors among current and future generations.

Changing safety perceptions involves developing strong safety oriented values and strategies Values that are consistently and continually fostered and nurtured within communities across the state can affect expected behavior and ultimately change the culture of safe driving.

Data is important in implementing efforts as it is often a criterion of funding. Data helps identify the safety issues and define the countermeasure or invention to help correct the problem. The CHSP was developed based on a data driven process and included the overarching strategy to

Improve the accuracy, completeness, integration, timeliness, uniformity and accessibility of data used in traffic safety analysis.

Safety messaging, behavioral programs and project prioritization is tied to data and tells an accurate story of lives lost due to not using seat belts, impaired driving, and /or speeding are among other factors. Linking the different data records completes the story and enables an analysis of the roadway and driver behavior factors to determine appropriate safety counter measures

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Integrating traffic records information includes:

• Crash data from law enforcement reports

• Vehicle data on registered vehicles

• Driver data on licensed drivers, including driver history

• Roadway data about the public roadways in the state.

• Citation/ Adjudications data on traffic citations, arrest and final disposition of charge data

• Injury data on motor vehicle related injuries and deaths, including pre-hospital EMS data, hospital emergency department data systems, hospital discharge data systems, trauma registries and long-term care/rehabilitation patient data systems.

Data systems should be reviewed by the various jurisdictional authorities to identify and document gaps

and issues regarding data integration on a regular basis.

CHSP Overview Lynn Zanto, MDT’s Rail Transit and Planning Division Administrator provided an overview on the

evolution of the Comprehensive Highway Safety Plan (CHSP) and the implementation of strategies that

have involved agencies, organizations and federal, state, local and tribal governments over the years.

Current Federal regulations require that state departments of transportation to have an updated

strategic safety plan, set specific performance targets and evaluate our progress.

The CHSP was first developed in 2006 following the Safe, Accountable, Flexible, Efficient Transportation

Equity Act: A Legacy for Users (SAFETEA-LU) federal legislation which mandated that all states develop a

data driven, strategic highway safety plan to reduce fatalities and serious injuries.

The CHSP was amended in 2010 to reflect the American Association of State Highway and

Transportation Officials (AASHTO) revised 2007 national fatality goal. The AASHTO goal was to half the

fatalities over the next two decades by reducing the national fatalities by 1,000 per year. Consistent

with AASHTOs approach, Montana adopted a similar goal to utilize actual numbers and to halve

fatalities and serious inquiries over the next two decades from 1,704 in 2007 to 852 by 2030. Currently

this is referenced as the CHSP Interim Goal used to evaluate annual progress in reducing roadway

fatalities and serious injuries.

The CHSP was updated in 2015 to comply with the Moving Ahead for Progress in the 21st Century (MAP-

21) which required four specific performance measures and targets and to meet the five-year update

requirement. The development of the CHSP update continued the requirement to be a data-driven

process and considers all transportation modes of Montana’s roadways. It also aligns with TranPlanMT

Montana’s long-range transportation plan to improve safety for all transportation users and with Vision

Zero- zero fatalities and zero serious injuries on Montana’s public roads.

The purpose of the CHSP is to

Implement a collaborative process to reduce fatalities and serious injuries in Montana utilizing

engineering, enforcement, education and emergency response strategies.

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The CHSP seeks to focus resources strategically, where opportunities for safety improvements are

greatest. Based on the data driven process the three emphasis areas were determined as : roadway

departures and intersections crashes, impaired driving and lack of occupant protection restraints.

The development of the

implementation approach is a three-

tiered approach lead by the Executive

Leadership Team which is comprised

of agency directors who provide

leadership and direction on

implementing safety strategies. The

second tier of the implementation

frame work is the Advisory

Committee who oversaw the

development of the CHSP and

continues to provide support and

guidance to the Emphasis Area Teams

necessary to carry out strategies. The

third tier of implementation is the

Emphasis Area Teams comprised of

program managers and other safety partners that implement safety efforts in a collaborative means.

Team members also work on sub-committees to review various policies and procedures and research

studies to move strategies efforts forward.

In March 2016, the Federal Highway Administration published the final rules for safety measures which

added a fifth performance measure for non-motorized fatalities and serious injuries.

Performance Measures and Targets While the CHSP is required to be updated every 5-years, annual targets set for the Highway Safety Plan (HSP) and the Highway Safety Improvement Plan (HSIP) are required to have identical targets. To meet these requirements the projected CHSP target methodology was used to align and set the 2018 annual targets for the HSIP and the HSP. The 2015 CHSP actual and projected fatalities and serious injury and the vehicle miles traveled (VMT) data was used to project the 5-year rolling average to determine the 2018 safety targets for fatality and serious injury numbers and rates. To determine the nonmotorized fatalities and serious injuries target a 5-year rolling average of actual FARS numbers and the state serious injury numbers with an annual reduction of .9 percent was used to project the 2018 target. While the annual reduction of .9 percent seems small the reduction is reasonable and achievable based on the actual annual nonmotorized fatalities and serious injuries.

The 2018 performance measure targets are:

• No more than an annual 5-year average of 192.6 fatalities in 2018.

• No more than an annual 5-year average fatality rate of 1.527 in 2018.

• No more than an annual 5-year average of 796 serious inquires in 2018; and

• No more than an annual 5-year average serious injury rate of 7.338 in 2018.

• No more than an annual 5-year average of 72.5 fatal and serious injuries in 2018.

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The following five performance measure data charts shows the annual data, the five-year average data

and the 2018 targets.

Figure 1: CHSP Safety Target- Reduction in Number of Fatalities

• The 5-year annual average 2018 Fatality Target is 192.6.

Figure 2: CHSP Safety Target-Reduction in the Fatality Rate

• The 5-year annual average 2018 Fatality Rate target is 1.527.

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Figure 3: CHSP Safety Target-Reduction in the Number of Serious Injuries

• The 5-year average annual 2018 Serious Injuries target is 925.2.

Figure 4: CHSP Safety Target-Reduction in the Serious Injury Rate

• The 5-year average annual 2018 Serious Injuries target is 7.338.

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Figure 5: CHSP Safety Target-Reduction in Non-Motorized Fatalities & Serious Injuries

• The 5-year average annual 2018 Non-motorized Fatal and

Serious Injuries target is 72.5.

Crash Data Figure 6: CHSP Interim Goal

Patricia Walsh Burke, safety engineer

with MDT’s Traffic & Safety Bureau

provided an overview of the recent

10-years of data and the 2018 safety

performance targets. To establish

whether progress has been made in

reducing roadway fatalities and

serious injuries the CHSP evaluates

the past 10-years of data to

determine progress and if there has

been an upward or a downwards

trend in reaching the current five

safety measure targets and the CHSP

interim goal. The CHSP interim goal is

to reduce fatal and serious injuries

from 1,704 in 2007 to 852 by 2030.

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Figure 7: Total Fatalities and Serious Injuries

In 2016, Montana saw a decrease with

190 fatalities and 835 serious injuires.

This is a decrease of 34 fatalities and

165 serious injuries from 2015.

Montana is below the 5-year average

of 1,214.

Other areas of concern are noted in

the following charts. These areas of

concern are included in the three

emphasis areas and are addressed

through education, enforcement,

emergency medical services and

engineering strategies and

countermeasures.

Figure 8: Non-Motorized Fatalities and Serious Injuries

Nonmotorized fatalities and serious

injuries provides a good example why

the CHSP looks at ten years of data to

identify trends. Because the

nonmotorized numbers are generally

small and tend to fluctuate from year

to year it is important that multiple

years are analyzed to determine a

trend. Looking at the high of 98 in

2008 or the low of 57 in 2012 doesn’t

reflect an actual trend. In 2016 there

were 77 nonmotorized fatalities and

serious injuries. In 2016, Montana is

above the 5-year average of 56.

Although the number was high in

2016 it is important to remember that

Montana looks at data trends and Montana has experienced a downward trend in non-motorized

fatalities and serious injuries over the past ten years

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Figure 9: Native American Fatalities

Native Americans represent 6.6

percent of Montana’s population and

are over represented in fatal crashes.

In 2016, 22 percent of all roadway

fatalities were Native American. The

data only reflects fatalities When a

fatal crash occurs on tribal lands the

Montana Highway Patrol Traffic

Investigation Unit is called to

investigate the crash. Serious injuries,

non-serious injuries and property

damage only crashes are handled at

the local level and may not involve

law enforcement, or the crash data is not collected and reported. This results in difficulties in having a

consistent crash data reported by most of Montana’s Tribal Nations and entered into the MHP web

based crash data reporting system.

Figure 10: Motorcyclist Fatalities and Serious Injuries

In 2016, there were 137

motorcyclist fatalities and

serious injuries. This is a

reduction of 33 from 170 in

2015. Motorcyclist fatalities and

serious injuries are below the 5-

year average of 165. Motorcycle

crashes resulting in a fatality or

serious injuries often occur

during the summer months of

June, July and August and during

the 4 p.m. to 6:59 p.m.

timeframe.

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Figure 11: Large Vehicle Involved Fatalities and Serious Injuries

Large vehicles include semis, busses

and heavy trucks up to 10,000

pounds. In 2016 there were 74 large

vehicle fatalities and serious injuries

compared to 91 in 2015. Montana

continues to see a reduction of large

vehicle involved crashes and this is

below the 5-year average of 77.

Overall, Montana has seen a 63

percent (63%) reduction in large

vehicle fatalities and serious injuries

since the implementation of the

CHSP in 2007.

Figure 12: Young Driver Involved Fatalities and Serious Injuries

Young drivers are defined as 20 years

of age and younger and not of legal

drinking age. Young driver fatalities

and serious injuries in 2016 were

177. This is a reduction of 45 from

222 in 2015. Montana is currently

below the 5-year average of 214.

Overall Montana has seen a 45

percent (45%) reduction in young

driver involved fatalities and serious

injuries since 2007.

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Figure 13: Older Driver Fatalities and Serious Injuries

Older drivers are defined as those

that are 65 years of age and older.

The older driver involved fatal and

serious injuries in 2016 were 190.

This is a reduction of 30 from 210 in

2015. This is below the 5-year

average of 193.

Defining Safety Culture: What Does It Mean? Key note speaker Nic Ward, Professor, Psychologist and Director of the Center for Health and Safety

Culture at Montana State University spoke on what safety culture means and the direct correlation to

reducing roadway fatalities and serious inquires. Roadway safety culture is a shared thinking within a

group that influences our choices to actively engage in safe or unsafe road user behavior. Changing the

culture of roadway safety is not the task of one individual agency. Changing traffic safety culture relies

on one’s behaviors being based on their values and beliefs that include potential outcomes or

consequences, expectations, socially acceptable behavior, and self-control. The values and beliefs

shared among road user groups and stakeholder - including policy makers- influence the decisions to

behave and act in ways that affects road safety.

Current culture does not see speeding or not using seat belts as a real crime. The assumption is that

people are going to function properly. Often the focus is on thoughts of what safety means but doesn’t

include the actual behaviors and proper positive social messaging. The seatbelt culture, the drinking and

driving culture and the speeding culture in Montana will not change unless the values and beliefs and

behaviors change.

For additional information on road safety culture please view and share

https://www.youtube.com/watch?v=KCMxAktDsE0

Emphasis Areas No one agency can reduce fatalities and serious injuries on their own. It involves various state, federal

and local community safety partners to consider the safety countermeasures within the transportation

disciplines of education, enforcement, emergency medical services and engineering, often referred to as

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the 4Es. The CHSP brings together emphasis area team members that work together towards the

common goal of Vision Zero; to plan, leverage resources, communicate with networks and put into

action the strategy efforts to reduce roadway fatalities and serious injuries. Team members contribute

in implementing strategies either in a leadership or in a supporting role. Members meet for regularly

scheduled meetings to report progress, outcomes and next steps.

Roadway Departures & Intersection Crashes This emphasis area focuses on Roadway Departures and Intersection Crashes and is comprised of

agencies and organizations with expertise working together to define the most critical strategies to

reduce fatal and serious injury crashes. A roadway departure crash can include a sideswipe opposite

direction, head-on, a fixed object collision or a rollover. Often the factors involving a roadway departure

overlap. The overlapping crash factors in the past three years of roadway departure fatalities and

serious injuries have involved impaired drivers (47%) unrestrained occupants (44%) and male drivers

(71%).

Figure 14: Roadway Departure Fatalities and Serious Injuries

In 2016, roadway deparute crashes was

below the 5-year average of 713. In 2016

there were 584 fatalities and serious

injuries resulting from roadway

departures, which was a reduction of 151

from the previous year. Roadway

departure crash fatalities and serious

injuries occur primarily on three days-

Friday, Saturday and Sunday (53%).

Slightly more than one third (39%) of

these crashes occur on low volume roads

with an average annual daily traffic

(AADT)of less than 750. In the past three years intersection related crashes occurred on low volume

roads with an AADT of less than 750 thirty five percent (35%) of the time. Crash factors involved in

intersection related fatalities and serious injuries during this same time occurred on Friday, Saturday

and Sunday (39%) and during the summer months of June, July and August (32%).

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Figure 15: Intersection Related Fatalities and Serious Injuries

Intersection crashes are defined as a

crash occurring in or near a related

intersection. In 2016 there were 204

intersections involved crash fatalities

and serious injuries. This is a

reduction of 51 and is below the 5-

year average of 243.

Many of the strategies activities

conducted in 2017, are based on the

Federal Highway Administrations

(FHWA), Proven Safety

Countermeasures1

Strategy 1:

Reduce and mitigate roadway departure crashes through data driven problem identifications and the

use of best practices.

• Roadway Departure Study processes are being implemented to identify and screen potential

Highway Safety Improvement Projects (HSIP)

• HSIP obligated $25.3 million for FFY 2017

• Extending Safety Management Information System with local agencies

Strategy 2: Reduce and mitigate speed-related road departure/ intersections crashes.

• Centerline rumble strips installation is ongoing with an anticipated completion of the Glendive

and Missoula Districts by end of summer, 2019.

• Horizontal curve signage to enhance awareness of curve and visibility of roadway is ongoing.

The anticipated completion date of all districts is 2019.

Strategy 3: Reduce roadway departure and intersection crashes through education.

• Roundabout education and outreach includes educational brochures, dedicated webpage and a

locations map to create awareness of proper driver operation, enhanced safety due to slower

speeds and reduced conflict points, reduced air congestions and stop and go traffic.

1 FHWA Proven Safety Countermeasures 2008, https://safety.fhwa.dot.gov/provencountermeasures/ Retrieved October 2017

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• Centerline rumble strip education and outreach. included a dedicated web page and a renewed

educational campaign which included television and newspaper ads, scheduled interviews and

district meetings with prepared consistent speaking points, and social media ads.

Strategy 4: Reduce and mitigate intersections crashes through a data-driven problem identification and

the use of best practices.

• Roundabout implementation is ongoing. Roundabouts are circular intersections that incorporate

a new design that reduces traffic crashes, traffic delays and traffic speeds. Roundabouts are

installed at selected state roadway intersections to improve safety and mobility.

• Retroreflective backplates on traffic signals are being implemented through safety projects. This

countermeasure increases visibility during daylight and nighttime conditions and is intended to

reduce unintentional red-light running crashes.

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Impaired Driving Impaired driving is defined as

impairment of drug and /or alcohol.

In 2016, there were 425 fatalities

and serious injuries involving an

impaired driver. This is a reduction

of 36 and is below the 5-year

average of 454. The 3-year trend

reflects that fifty seven percent

(57%) of impaired driver involved

fatalities and serious injuries occur

on Friday, Saturdays and Sundays

and forty one percent (41%)occur

on low volume roads (AADT <750).

Kevin Dusko, Impaired Driving

program manager with in the State

Highway Traffic Safety Section- MDT shared the highlights of strategy activities conducted over the past

year. Many of the strategy activities are based on National Highways Traffic Safety Administration

(NHTSA), Countermeasures that Work2

Strategy 1: Reduce impaired driving through improved processes and regulations

Action Item 1: Support stronger impaired driving laws that increase penalties and/or arrest rates,

including those focusing on repeat offenders.

• House Bill 133 changed Prime for Life alcohol education requirements to the first offense. And a

4th DUI offender can now be sent to treatment court rather than a residential treatment.

• Successful table of House Bill 206 in the House Judiciary prevented the revision to allow a

passenger to possess an open alcohol container in a motor vehicle on a highway.

• Formed a Drugged Driving Arrest and Adjudication Subcommittee that will focus on arrest,

prosecution, convictions treatment and monitoring of offenders and identify gaps in the

integrations and accessibility of drugged driver data.

• State Substance Abuse Epidemiology (EPI)Workgroup has formed to address substance abuse

data available and how best to manage inventory of information.

2 NHTSA Countermeasures That Work, 2015 Edition https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/812202-countermeasuresthatwork8th.pdf Retrieved October 2017.

Figure 16: Impaired Driver Involved Fatalities and Serious Injuries

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Strategy 2: Reduce impaired driving through enforcement.

Action Item 1: Sustain Drug Recognition Experts (DRE) and related training, and increase collaboration between DREs and law enforcement agencies.

• Montana does have a successful statewide Drug Recognition Expert (DRE) program. Currently, we have 56 DRE that work with law enforcement agencies across the state. Montana was awarded a grant from Governor’s Highway Association and Responsibility.org grant to assist in the training of Law Enforcement Officers to help fight Drug-Impaired Driving.

Action Item 2: Support targeted enforcement based on demonstrated crash patterns and/or high-risk drivers.

• Selective Traffic Enforcement Program (STEP) participants conduct enforcement campaigns

during Memorial Day, Labor Day, and the Holiday season & other events to reduce impaired

driving and increase seat belt use.

Action Item 3: Support local and state law enforcement efforts that include, by are not limited to high-visibility enforcement.

• Selective Traffic Enforcement Team (SETT) provides a roving patrol to improve public safety. The Team moves across the state focusing on high crash corridors and works with local LE during high-risk community events associated with alcohol consumption. This HVE program utilizes media & coordination from multiple law enforcement agencies.

Action Item 4: Sustain law enforcement liaison program.

• Three (3) LEL coordinating & recruit local LE agencies to assist & participate in STEP events throughout the year to increase seat belt use & reduce impaired driving.

In the past year MDT funded over 30 law enforcement grants with state, county, city, and tribal law enforcement to support high visibility efforts including the Selective Traffic Enforcement Program (STEP), Safety Enforcement Traffic Team (SETT), mini grants for HVE for special events, three law enforcement liaisons, and a Traffic Safety Resource Officer (TSRO).

Strategy 3: Reduce impaired road users through prevention education.

• A Drugged Driving Subcommittee has been formed. The purpose of the workgroup is to monitor

and discuss other states trends on drugged driving and track Montana drugged driving data.

Additional focus will be on the continuing support for the DRE program and the Montana Crime

Lab.

Strategy 4: Continue to support and build collaborative partnerships to reduce impaired driving.

Action Item 1: Increase the number of drug and alcohol courts and provide training to judges and

court personal.

• Treatment Courts in Montana continue to thrive as viable option for treating those who are addicted and/or suffer from mental illness. Many participants have co-occurring disorders. There are 30 treatment courts in Montana. Four of those are dedicated solely for repeat DUI Offenders. Five (5) DUI courts received operational training National Center for DWI Courts (NCDC) Foundational training held in Billings.

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Action Item 3: Support development of statewide Dui Task Force

• The Northern Tribes DUI/ Drug Task Force continues to work on collaborative messaging to

address impaired driving and other risky driving behaviors. Task Force members are

representatives of four of Montana’s land based tribes and include tribal law enforcement,

school administrators, judges, courts, transportation planners, county commissioners and

prevention specialists. The Task Force members continue to network with the remaining tribes

to coordinate a collaborative statewide tribal DUI Task Force.

Action Item 4: Increase usage of the 24/7 DUI monitoring program and other programs to prevent

repeat offenses.

• The 24/7 sobriety & drug monitoring program is coordinated by the Montana Highway Patrol.

The purpose of this program is to protect the public health & welfare by reducing the number of

people on Montana's roads who drive under the influence of alcohol &/or dangerous drugs. The

24/7 program was first initiated in 2011. In 2017, 54 of 56 counties are participating in the 24/7

program. Monitoring is conducted by combination of twice daily breath testing &/or SCRAM.

Rocky Boy’s- Chippewa Cree and the Fort Peck Tribes are working through the program

processes to implement 24/7 programs on these reservations in 2018.

Action Item 7: Support Increased compliance with mandatory alcohol/drug treatment, and an

increase in alcohol and drug abuse treatment options to prevent repeat DUI offenses.

• Through the efforts of DPHHS, specifically the Addictive and Mental Health Disorders Division,

HB 95 was passed. Historically, only one state-approved program could provide services in a

given area. HB 95 took away those restrictions. Moving into the future, Montana will see an

increase in viable state approved treatment programs across the state.

• During 2017, the Department of Corrections has been implementing the Impaired Driving

Assessment Tool and 85 correctional employees have received training. This training will offer

an individualized treatment plan that incorporates appropriate supervision with customized

treatment.to hundreds of Felony DUI Offenders.

Judge Audrey Barger Justice of the Peace in Hill County facilitated the panel, Where Community Safety

and Rehabilitation Converge that included Hill County DUI Court Compliance Officer Shane Huston and

Dr. Suzanne Lockwood Nurse Practitioner in Psychiatry at Bullhook Community Health Center. In 2013,

Hill County was awarded a DUI Court grant from MDT. DUI Court is an evidence based program. From

2012-2016, Hill County has seen a decrease in recidivism and has a 83.5% DUI graduation rate whereas

the adult drug court has a 59.6% success rate. The program encourages success in personal social

behaviors and allows individuals to get treatment for their substance use disorders and mental illness

issues instead of being incarcerated.

DUI Court participants must meet eligibility requirements and meet contractual agreement. A

participant is typically in the program for 12 to 36 months. During this time the participant attends the

four phases of the program: stabilization, treatment, AA and employment. Supervision includes drug

testing, home visits, office visits, and communication with law enforcement, treatment providers and

community agencies. There are numerous restrictions that include a curfew, no contact with users,

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strict testing and supervision, self-help group attendance and no use of addictive medications, energy

drinks or supplements and participants must inform medical providers that they are in the DUI Court

program.

Once a participant enters treatment assessments include chemical dependency, trauma, cognitive and mental health. Extensive assessments are necessary to complete an individualized treatment plan to address all the participant’s needs. Assessments reveal substance abuse and dependence and mental health issues including traumatic brain injury (TBI), post-traumatic stress disorder (PTSD), major depressive disorder and attention deficit /hyperactivity disorder (ADHA). Treatment can consist of a 12 step out-patient or individual inpatient treatment that includes trauma counseling, mental health medication and use of medically assisted treatment (MAT) The resulting outcomes have included a significantly more days of abstinence, participants stayed in

treatment longer, reported cravings gone in 5-6 days following the initiation of therapy, patients were

less likely to relapse, and the best outcomes came after 12 months in therapy.

Overall Success of DUI Court, summer of 2013- June 2017. Total of 85 patients started on medical assisted treatments. After 12 months of therapy the success rate of participant was eighty seven percent (87%). Success of non-treatment court patients was eighty six percent (86%). MAT failures were participants that suffered from severe personality disorders, severe depression mental issues (SDMI), &/or severe traumatic brain injury

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Occupant Protection Figure 17: Unrestrained Occupants Fatalities and Serious Injuries

Unrestrained occupant includes lack

of or inappropriate use of child

passenger seats and seatbelts. In

2016, there were 362 fatalities and

serious injuries due to the lack of or

improper use of safety restraints This

is lower than the 5-year average of

403. This is a 60 percent decrease

since 2006 when the CHSP was first

implemented.

Janet Kenny, State Highway Traffic

Safety Section Supervisor reported

that in 2016, Montana experienced

95 fatalities and 267 serious injuries

attributed to the lack of or improper

use of safety restraints. Sixty three percent (63%) of these were due to not wearing a seat belt. Seventy

three percent (73%) of the fatalities were ejected.

Many of the strategies efforts conducted during 2017 are based on National Highways Traffic Safety

Administration (NHTSA), Countermeasures that Work.

Strategy 1: Support policies, education, training, programs, and activities that promote and increase seat

belt and child safety seat use.

• MDTs child passenger safety (CPS) training program continues to provide training and

recertification throughout the state and provide multiple car seat check events for the public on

proper size, fit and installation of car seats. As of October 2017, there are 18 child passenger

safety trainers, 249 CPS technicians and 24 permanent inspection stations serving 92percent

(92%) of the population. This includes 29 CPS technicians located on 6 of the 7 Tribal

reservations.

• Safety partners collaborated on Rotunda Safety Day that focused on education and awareness

of seat belt and child safety restraint use and distracted driving. Safety partners included

students from Fairview High school, Montana Motor Carriers, AT&T, American Academy of

Pediatrics, AAA, DPHHSs Injury Prevention, Trauma Systems, and Fetal Infant Child Mortality

Review (FICMR), and MDTs Buckle Up MT and Safe On All Roads programs

Strategy 2: Support enforcement of existing seat belt and child passenger safety seats

• In advance of May mobilization, a law enforcement briefing PowerPoint was developed on

proper restraint of child passengers. This educational too, was distributed to law enforcement

agencies through the Montana Sheriffs and Peace Officers Association (MSPOA) and the

Montana Highway Patrol (MHP).

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• MHP District maps featuring the fatalities and serious injuries involving impaired drivers and

unrestrained occupants were added to the MDT site to serve as reference for MHP and county

law enforcement speakers.

Strategy 3: Continue to support and build collaborative partnerships to increase seat belt use.

• MHP Alive at 25 added two additional trainers and plan to expand to the public. This curriculum

encourages young drivers to take responsibility for their driving behaviors. This four-hour course

is a compliment to the standard driver’s education and is used in traffic violation programs as an

education component.

• Safe On All Roads (SOAR) developed public service posters focusing on the importance of seat

belt use and the three impacts involved in a crash promoting driver responsibility and

accountability of other occupants.

• MDTs Teen Driver Peer-to-Peer coordinator has been working with the Family, Career and Community Leaders of America (FCCLA) Chapters throughout the state. These student groups in high schools can apply for a MDT grant to conduct a traffic safety project in their school and communities. MDT, Ford Driving Skills and FCCLA are partnering together to promote traffic safety by awarding grants to chapters who plan and carry out projects that help them and their peers make informed, responsible decisions. This FCCLA project was launched at their fall leadership rally in early October. Grants are available up to $1750 and can be can be combined with MDT Peer-to-Peer FCCLA grant

Strategy 4: Evaluate the effectiveness of ongoing messages, campaigns, and programs in promoting

and/or increasing occupant protection use.

Evaluation is an ongoing process of what messages are reaching which targeted audience and by what

media format, whether it t is social media, traditional radio and television, outdoor advertising or mobile

direct messaging. Focus groups are used to determine what type of message and delivery is reaching

target age groups.

• MDT shared the results of the media messaging/behavioral surveys taken following May mobilization – which included the “Click it or Ticket” High Visibility Enforcement Campaign. • Eighty percent (80%) of 200+ respondents reported they “always” wore their seat belts. • Over sixty five percent (65%) stated that state and local law enforcement were very actively

or somewhat actively enforcing seat belt laws. • Nearly fifty-five (55%) reported that it was somewhat or very likely that they would receive

a ticket if they were not using their belt.

• MDT developed two Just One Reason videos to run for an extended 2017 summer seat belt

campaign. One video focused on a young father and the crash impact of a child not being

properly restrained. The second video is a peer-to-peer exchange among a group of young men

about the importance of using seat belts and how it relates to their life’s purpose and future.

These videos can be found on the Buckle Up Montana website at

http://www.mdt.mt.gov/visionzero/people/buckleup/default.shtml

Janet Kenny facilitated a panel of different agency experts to address issues to consider for the upcoming Legislative Session. Panelist included: Alyssa Johnson, Trauma System Manager with the Department of Public Health and Human Services; Dr. Greg Holman, State Medical Officer with the

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Department of Health and Human Services; Colonel Tom Butler, Montana Highway Patrol and Mike Tooley, Director of the Montana Department of Transportation and Governor’s Representative on Highway Safety. The following questions and compiled answers are listed below.

Q1: What were the barriers to passing a primary seat belt law during the 2017 session? Montana followed the formula that Utah used and developed consistent speaking points, but the message wasn’t distributed widely across the state. Conversation on the importance of a seat belt law needs to happen before Legislative meetings. These meetings need to be taking place now. Changing the conversation speaking points need to be developed now. Freedom of choice is an issue and the conversations need to change to address freedom from being injured or paying for injuries due to negligence of others. Commercial transportation needs to be involved in the discussion regarding insurance rates due to risky drivers. Legislation needs to be reframed to show Legislators the incentive of a seat belt law instead of the perceived penalty. What success to repeat or build on in 2019? Update seatbelt fact sheets and speaking points, research and prepare speaking points to counter arguments and confirm line up of speakers able and willing to testify.

Q2: What Legislative group, or committee would favor carrying primary seat belt legislation?

This is a health care concern and needs to be presented as such. Potential safety partners to be included in bill discussions and preparation should include health care, insurance and hospital In addition to hospital and insurance expenses; Medicaid expenses paid by Montanans need to be reported. A lead from the health profession would be the preferred expert on safety issue.

In advance of a bill being drafted community member stakeholders need to get to know their Legislator

and develop a relationship and share personal stories that provides a name and a face.

Q3: Does the timing of the when a bill is introduced depend on whether it is brought forward by an individual legislator or an Interim Committee?

The earlier the better.

Q4: What kind of support and resources are state agencies allowed to provide during the Legislative Session?

State agencies can provide Medicaid, hospital discharge, trauma system, emergency medical service data and fatalities and serious injury statistics but cannot lobby for a primary seat belt law. Cities and county stakeholders can promote awareness and importance of safety restraints and can speak to the cost of unrestrained vehicle injuries locally.

A possible data research item would be to determine how many lives saved due to secondary law and how many lost due to not being a primary, if possible.

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Q5: Montana needs a seat belt committee or coalition leader, who do you think would be the best person for this position?

The best lead would be someone either connected to the health or insurance industries or prominent state business representatives who understands the health care and insurance costs that works with county and city officials. The lead needs to be an influential leader within the business community. Supportive partners to consider having on a safety coalition includes Montana’s four trauma surgeons, Montana Medical Association of doctors and Nurses Hospital Association and victims that have suffered loss due to lack of seat belt use and why a law could have possibly prevented the fatality.

Q6: In 2017 an emphasis was placed on seat belt non-use being a Montana health crisis, and the high cost of motor vehicle fatalities. Was this message pushed out to a broad enough audience?

No, it was too little too late. Conversations need to shift to identify a common ground and key talking points need to be developed to state and address common ground issues and opposing arguments.

A public health cost calculator was shared by DPHHS as a tool used nationally to identify interventions that reduce traffic fatalities and serious injuries. The reference document Motor Vehicle Prioritizing Intervention and Cost Calculator for States (MV PICCS)3 is a new tool to help decisionmakers select interventions to reduce traffic crash deaths and injuries. MV PICCS considers 14 interventions specific to driver and passenger behavior to reduce crashes and are proven to be highly effective.

Q7: Based on personal experience, how have you approached difficult topics to change public opinion and gain support?

Key in relationship building whether it be in communities or with policy makers is often the one-on-one conversation that include a few specific talking points. Conversations should be often and be simple and short. Conversations with communities should include a personal story from that community; whether the community based on population, professionals, or a socio-economic group.

Q8: What do you see as the #1 hurdle that needs to be addressed to change traffic safety behavior?

Lack of education and awareness within communities across the state about the medical cost all Montanan’s pay for injured unrestrained motor vehicle occupants, the value of seat belts in reducing crash severity, and the dangers and risks associated with an unrestrained occupant becoming a fatal flying projectile.

3Center for Disease Control and Prevention, 2015 https://www.cdc.gov/motorvehiclesafety/calculator/ Retrieved October 2017.

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Strategy Implementation Ideas Director Tooley closed the meeting sharing the ideas that participants provided to build awareness of

roadway safety issues and the data driven safety countermeasures that have been effective in other

states. The safety culture message was reiterated that changing culture is bigger than one agency but a

responsibility of everyone. The first step is to change values and beliefs of what is acceptable driving

behavior among peers and family to change behavior and ultimately shift what the current safety

culture in Montana.

Consistent Vision Zero messaging of zero fatalities and zero serious fatalities on Montana’s roads needs

to be shared as throughout the state. Educating communities across the state about the safety issues

facing Montanans needs to include outreach to local officials and decision makers. Successes should be

shared with the public. Lives saved needs to be promoted and include in efforts towards Vision Zero.

Director Tooley thanked safety partners who continue their work to reduce roadway fatalities and

serious injuries and challenged attendees to prepare for the 2019 Legislation with a purpose to reduce

fatalities and save lives on Montana’s roadways.

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Attachment 1: Agenda

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Attachment 2: Attendees

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Attachment 3: Resources

Resources Department of Health & Human Services Addictive & Mental Disorders-

http://dphhs.mt.gov/amdd

EMS & Trauma-

http://dphhs.mt.gov/publichealth/EMSTS

Injury Prevention-

http://dphhs.mt.gov/publichealth/EMSTS/prevention

Montana Medical Marijuana Program-

http://dphhs.mt.gov/marijuana

Prevention Needs Assessment

http://dphhs.mt.gov/amdd/substanceabuse/cddata/pnadata

Prevention Resource Center http://prevention.mt.gov/

Department of Justice 24/ 7 Program

https://dojmt.gov/247-sobriety-program/

Weekly Fatality Report- Montana Highway Patrol

https://dojmt.gov/highwaypatrol/montana-highway-patrol-weekly-fatal-report/

Office of Public Instruction Drivers Education

http://opi.mt.gov/Families-Students/Family-Student-Support/Driver-Education

Montana D.R.I.V.E.

http://opi.mt.gov/Families-Students/Family-Student-Support/Driver-Education/Montana-DRIVE-

Workshops

Montana Behavioral Initiative

http://opi.mt.gov/Educators/Teaching-Learning/Special-Education/Montana-Behavioral-Initiative-MBI

Youth Risk Behavior

http://opi.mt.gov/Leadership/Data-Reporting/Youth-Risk-Behavior-Survey

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Montana Department of Transportation 2016 Montana Crash Data

http://www.mdt.mt.gov/visionzero/docs/chsp/2017_1_3CrashData_FINAL.pdf

An Assessment of Traffic Safety Culture Related to Driving After Cannabis Use

http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/tsc/DUIC_FINAL_REPOR

T.pdf

An Assessment of Traffic Safety Culture Related to Engagement in Efforts to Improve Traffic Safety

http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/tsc/SAFETY_CITIZENSHI

P_FINAL_REPORT.pdf

Buckle Up Montana – Vision Zero videos

http://www.mdt.mt.gov/visionzero/people/buckleup/default.shtml

Comprehensive Highway Safety Plan http://www.mdt.mt.gov/visionzero/docs/chsp/current_chsp.pdf

Crash Datahttp://www.mdt.mt.gov/publications/datastats/crashdata.shtml

Emergency Medical Services

http://www.mdt.mt.gov/visionzero/plans/emergency.shtml

Emergency Medical Services Grant Program

http://www.mdt.mt.gov/business/grants_ems.shtml

Highway Safety Plan

http://www.mdt.mt.gov/publications/docs/brochures/safety/safety_plan.pdf

Impaired Driving Program

http://www.mdt.mt.gov/visionzero/people/impairment.shtml

Motor Carrier Safety Assistance Program (MCSAP)

http://www.mdt.mt.gov/visionzero/plans/mcs.shtml

Occupant Protection Program

http://www.mdt.mt.gov/visionzero/people/seatbelts.shtml

Safe On All Roads (SOAR)

http://www.mdt.mt.gov/visionzero/plans/soar.shtml

Saved By the Belt

http://www.mdt.mt.gov/visionzero/people/buckleup/how-seatbelts-work.shtml

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Seat Belts- Vision Zero

http://www.mdt.mt.gov/visionzero/people/seatbelts.shtml

Teen Drivers

http://www.mdt.mt.gov/visionzero/people/skill.shtml

Traffic and Safety Engineering- Roundabouts, Rumble Strips & Roadway Departure

http://www.mdt.mt.gov/visionzero/roads/

Traffic Enforcement

http://www.mdt.mt.gov/visionzero/plans/traffic-enforcement.shtml

State & National Resources AARP https://states.aarp.org/region/montana/

Bicycle /Pedestrian State Coordinator http://www.mdt.mt.gov/travinfo/bikeped/

Bike Walk Montana https://www.bikewalkmontana.org/

Federal Highway Administration https://safety.fhwa.dot.gov/

Federal Motor Carrier Safety Administration (FHWA) https://www.fmcsa.dot.gov/

FHWA, Proven Safety Countermeasures, https://safety.fhwa.dot.gov/provencountermeasures/

Montana Motorcycle Rider Safety http://motorcycle.msun.edu/brc.htm

Montana Operation Lifesaver https://www.mtoli.org/

National Center for Rural Road Safety, Introduction to Road Safety Culture

https://www.youtube.com/watch?v=KCMxAktDsE0

National Highway Traffic Safety Administration(NHTSA) https://www.nhtsa.gov/

NHTSA, Countermeasures That Work,

http://www.mdt.mt.gov/visionzero/docs/nhtsa_countermeasures.pdf

Traffic Safety Marketing

https://www.trafficsafetymarketing.gov/